Automatic train-stop device.



w. E. WELLS & J. H. MAGUIARB.

AUTOMATIC TRAIN STOP DEVICE.

APPLICATION FILED PEB.1, 1913.

Patented Mar. 31, 1914.

w Q4 Worm? lhl nllEliJ WELLS AND JOEE H. E'EQGUIRE, .3. 5 GAE-DEER,

AUTOMATIC TRAIN-QTGP DEVICE.

Specification of Letters Eatcnt.

Patented Mar. 31, ifiin.

- itpplicatlon filed February 1, 1513. Serial .No. 745,528.

T 0 all whom it: may concern Be it known that we, WALTER E. Winn-Ls and JOHN H. Mnournn, citizens of the United States, both residlng at Gardner, in

the county of Worcester and State of Massachusetts, have invented s new and useful Automatic Train-Stop Device, of which the following is o. specification.

The principal objects of this invention are to provide a train stop device adapted to be operated by the compressed-air mechanism in common use on railway trains and some classes of street cars, and nspable of being used on all the modern types of locomotives without interfering with their present accessories and attachments; also to provide an improved form of mechanism for setting the train stop device into operation, and es ecially to simplify the construct-ion of. t is kind of mechanism. l

'The invention involves means whereby the setting of a si nal against the train also re suits automatically in connecting up the compressed air system "w th mechanism for setting the brakes, and mechanism for operating the throttle lever to stop thoengine .or at least slow it down; a construction which is positively operated so that the engineer cannot. prevent the operation of the n1echanism;'and yet which will 'crinio him to start the train again before it as come to a. full stop, thus preventing the loss of importent. time in cases where there is no necessity of coming to a full stop.

The invention also involves improvements in details of construction and combinations of parts as will appear hereinafter.

Reference is to be had to the accompanymg drawings in which Figure'l s a side view 0i a portion of a locomotive showing the preferred form of engine is shown, but the invention is illustrnterl as applied to a locomotive having the ,e'snel shrottle lever for conhroll nrg never} with the usnsl curve. reel:

11 and detent n is also shown as provided with a compressed air pipe 13 com adapted to set; the brskesby exhausting the valve 15. these parts in case of emergency comprises a link pivoted to the movable part 21 of the signal which operates 'with the switch. This positively with it and it in turn swings an arm 22 which is pivoted at 23 and connected constituting's lever. The fullsnd dotted line positions in Fig. 2 show clearlythe oporation. When the signal is not, set the parts are in dotted line position end she -srm 2% draws back a pin 25 on a. sliding bolt 26 against an adjustable balanced spring 7. When the signal is raised or set, as shown in full lines, the arm 24- and bolt. are forced forward so that the-bolt, rejects from the casing .28 until it is locate in the path of an arm carried by the trsino" engine. The balanced spring used to make the operation easier. A casing 29 is'slso used to cover jzhe operating ports or this device nnd protect. ihe some from snow, ice and rain.

The arm 30 carried by the en ine is pivotnlly mounted on a. lever 31, W. ich isprovidecl with arms 31nd strong springs 33 connected with the arm 30. The function of the springs 33 is normally to keep the'arm 30 in central position and to transmit the motion thereofyieldingly to the lever 31.

In a branch 34: of the train line air pipe and above the fioor'of the cab, is a valve 35 having an arm 36 thereon for operating it. The normal closed position of this valve is shownin full lines. hen the train is going forward the projection of the bolt 26 into the path of the arm 30 will cause the arms 30 and lever 31 to assume the dotted line position 30 and 31*, in which the end of the lever engages the valve stem 36 and opens the valve. When the train meets this obstruction when backing the arms 30 and lever 31 are thrown to the opposite positions 30 and 31 but a spring pulls the lever 31 back as soon as the engine has essed the obstruction and causes the end or the lever to engage the valve handle 36. Th trnotion or" the lever is carried beyond the normal position to the dotted line position 31- and this opens velvehii.

nected with the usual air brake system and ai'rfrom the train nir line 14 by openmg a The mechanism for opernting',

link being pivoted to this element is operated with another arm 24, the arms 22 and 24.

tent back from the teeth of the rack and the further forward motion of the piston flexibly connected by a hose.- This cylinder Lesa opening of the valve leis air from the train line intotwo pipes and ll. The pine 40 is flexibly connected with cylinder is having a single pinion 43 therein normally pressed to one end of 'ihe cylinder by a spring This linder is provided with a vent and is shown more clearly in Fig. 3 as provided with e circular pedestal 46 which mounted in a flat circular hearing d? on a bracket l8 on the boiler or in any other convenient port of the apparatus. T is permits the cylinder to turn on this pivot. This motion is limited by, lugs l9 cast on the bearin The rod 59 of the piston is provided with e shoulder 51 and with a projection 52 on'tl e end havin a slanting terminal surface. 611 the thrott e lever is slanting guide- 53 and on the detect an oppositely slanting guide 54. A guide 55 is I located on the edge of the lover.

The admission of air into the cylinder 42 forces the piston forward in opposition to the spring and brings the project-ion 52 in between the guides 53 and 54. The guide 53 being fixed on the throttle lever the cylinder l2 cannot turn on its pivot as long as the throttle lever remains stationary, but the slanting end of the rod 51 engages the slanting guide 5% on the detent and as the piston moves forward it necessarily draws the de forces the throttle lever therefrom. Then causes the shoulderl to engage the throttle lever and force it around to a position to close the throttle. is it moves around, the cylinder 42 turns on its axis to accommodate this motion as is indicated by the dotted line position. The guide 55 engages the side of the piston rod and positively forces the same to follow the motion of the throttle lever. The admission of air to the pipe 41 performs a similar function for a piston 50 in a cylinder 61, with which the pipe 41 is is pivoted on a base 62 in the same Way as the cylinder 42 and the piston rod-63 engages a lever 64- bctween a pair of guides 65 and forces, it around to open the valve 15 and admit to the train line- 1 so as to set the brakes. After two operations have accomplished engineer can shut oi? the valve 35 by hand. The air presthizs released, the springs will force the plungers cools to their original positions, forcing the surplus air out oi the cylinder through the vent holes, The pipes so and ll preferably are prov ded v." ch valves 67' to govern the speed. at 53.011 of the plungers. I will seen, therefore, acting means is provided What the eng i l i i the signal Thus the setting" positive y w 1 'toinatically for the closing of the .throt' tle and the application of the air hrakcsyet the engineer can easily reset the ,parts after the automaticaction has been performed, and

even before the train comes to a full stop ifv he finds that such a stop is unnecessary. The resetting of the device is done without displacing any of the apparatus and leaves it in 'roper condition. for operating again innne lately At the same time the invenion is so designed that no modification has to he made in the air brake system or throttie con devices have to be added. It is applicable to all modern types of locomotives, and is of such a simple nature as not to get out of repair readily.

Although We have illustrated and described only one-form of the invention, We

are aware that many modifications can be made therein by any erson skilled in the art without departing romthe scope of the invention as expressed in the claims. Therefore we do not Wish to be llmited to all the details of construction herein shown and described, but

What we do claim is 2-- 1. in a train stopping device, the combination with the throttle lever and a detent therefor, said lever and detent, having 0ppositely slanting converging guides, of an air cylinder, and a piston in the cylinder having a rodprojecting from the end thereof ad acent to said throttle lever for engaging one of the guides and the throttle lever.

2. In a train 'sthppin'g device, the combination with a throttle lever and detent there for, of an air cylinder having a piston therein, the rod of said piston bein with a shoulder-and a projection ieyond the shoulder, and oppositely slanting guides on the throttle lever and detentrespectively arranged to receive the opposite sides of said projection. i

'3. In a train stopping device, the combi- .nation with a locomotive, of a lever mounted thereon, a valve having a stem in position to be engaged and operated by the lever, a spring for holding the lever in one extreme position, an arm pivoted on said leverand extending downwardly therefrom, sprin on both sides of the arm for yieldingly hol ing it in central position, and means adapted to be projected into the path of the end of said for operating the arm and lever to open the valve as the locomotive moves n a train stopping device, the combination with a locomotive of cylinders having forstopping the locomotive, a valve movable a em ill; i

trolling means, and only very simple.

provided anciythereafter to be 'fO'lQEd tormrfi- 11ml Witneaaazs:

r m be msvsd to opeu the valve (EL 1 set our hsuzd' I 1 Whemby metion of the train wiizzv astsaidsignal will cause the v a m we KBOVfid away from said valve 1 against it yieldingly.

w Grmzaem Sfimmhzz in testimony whereof We hav hemsunta! Fmmx- Emmy. 

